JPH02238118A - Fuel supply ignition device and internal combustion engine adopting same - Google Patents
Fuel supply ignition device and internal combustion engine adopting sameInfo
- Publication number
- JPH02238118A JPH02238118A JP1289438A JP28943889A JPH02238118A JP H02238118 A JPH02238118 A JP H02238118A JP 1289438 A JP1289438 A JP 1289438A JP 28943889 A JP28943889 A JP 28943889A JP H02238118 A JPH02238118 A JP H02238118A
- Authority
- JP
- Japan
- Prior art keywords
- fuel
- chamber
- fuel supply
- combustion chamber
- cavity
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
- 239000000446 fuel Substances 0.000 title claims abstract description 151
- 238000002485 combustion reaction Methods 0.000 title claims abstract description 63
- 238000005192 partition Methods 0.000 claims 1
- 239000000463 material Substances 0.000 abstract description 15
- 238000007664 blowing Methods 0.000 abstract description 3
- 239000000919 ceramic Substances 0.000 abstract description 3
- 230000002093 peripheral effect Effects 0.000 abstract description 2
- 238000010586 diagram Methods 0.000 description 16
- 239000000203 mixture Substances 0.000 description 10
- 239000007788 liquid Substances 0.000 description 5
- 238000009841 combustion method Methods 0.000 description 4
- 238000007906 compression Methods 0.000 description 4
- 230000000694 effects Effects 0.000 description 4
- 238000002347 injection Methods 0.000 description 4
- 239000007924 injection Substances 0.000 description 4
- 239000002245 particle Substances 0.000 description 4
- 230000006835 compression Effects 0.000 description 3
- 238000002474 experimental method Methods 0.000 description 3
- 238000000034 method Methods 0.000 description 3
- 239000000758 substrate Substances 0.000 description 3
- 230000015572 biosynthetic process Effects 0.000 description 2
- 239000003990 capacitor Substances 0.000 description 2
- 239000011810 insulating material Substances 0.000 description 2
- 238000000889 atomisation Methods 0.000 description 1
- 239000004020 conductor Substances 0.000 description 1
- 230000008020 evaporation Effects 0.000 description 1
- 238000001704 evaporation Methods 0.000 description 1
- 238000004880 explosion Methods 0.000 description 1
- 239000002828 fuel tank Substances 0.000 description 1
- 238000009413 insulation Methods 0.000 description 1
- TVMXDCGIABBOFY-UHFFFAOYSA-N octane Chemical compound CCCCCCCC TVMXDCGIABBOFY-UHFFFAOYSA-N 0.000 description 1
- 230000000644 propagated effect Effects 0.000 description 1
- 238000012827 research and development Methods 0.000 description 1
- 238000013517 stratification Methods 0.000 description 1
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 1
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B17/00—Engines characterised by means for effecting stratification of charge in cylinders
- F02B17/005—Engines characterised by means for effecting stratification of charge in cylinders having direct injection in the combustion chamber
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B15/00—Engines characterised by the method of introducing liquid fuel into cylinders and not otherwise provided for
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B19/00—Engines characterised by precombustion chambers
- F02B19/12—Engines characterised by precombustion chambers with positive ignition
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M57/00—Fuel-injectors combined or associated with other devices
- F02M57/06—Fuel-injectors combined or associated with other devices the devices being sparking plugs
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
- F02P15/00—Electric spark ignition having characteristics not provided for in, or of interest apart from, groups F02P1/00 - F02P13/00 and combined with layout of ignition circuits
- F02P15/006—Ignition installations combined with other systems, e.g. fuel injection
-
- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01T—SPARK GAPS; OVERVOLTAGE ARRESTERS USING SPARK GAPS; SPARKING PLUGS; CORONA DEVICES; GENERATING IONS TO BE INTRODUCED INTO NON-ENCLOSED GASES
- H01T13/00—Sparking plugs
- H01T13/02—Details
- H01T13/08—Mounting, fixing or sealing of sparking plugs, e.g. in combustion chamber
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B1/00—Engines characterised by fuel-air mixture compression
- F02B1/02—Engines characterised by fuel-air mixture compression with positive ignition
- F02B1/04—Engines characterised by fuel-air mixture compression with positive ignition with fuel-air mixture admission into cylinder
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Combustion Methods Of Internal-Combustion Engines (AREA)
- Ignition Installations For Internal Combustion Engines (AREA)
Abstract
Description
【発明の詳細な説明】
［産業上の利用分野］
本発明は成溜燃焼方式に適用する燃料の供給点火装置及
びこの燃料の供給点火装置を利用した内燃機関を提供す
るものである。DETAILED DESCRIPTION OF THE INVENTION [Industrial Application Field] The present invention provides a fuel supply ignition device that is applied to a formation combustion method, and an internal combustion engine that uses this fuel supply ignition device.
［従来技術］
内燃機関の気筒内に濃混合気層と希薄混合気層を形成し
、濃混合気層に着火した火炎を希薄混合気層に伝播して
全体として希薄な混合気を燃焼する成層燃焼方式は種々
の方式が提案されている。[Prior art] Stratification, in which a rich mixture layer and a lean mixture layer are formed in the cylinder of an internal combustion engine, and the flame ignited in the rich mixture layer is propagated to the lean mixture layer to burn the lean mixture as a whole. Various combustion methods have been proposed.
この成層燃焼方式を達成する内燃機関の１つとして、い
わゆるＭＡＮ−ＦＭと称する機関があり、自動車，内燃
機関の分野において著名な技術文献であるＳＡＥ８２０
７６（ｌびＳＡＥ
６９０２５５にＭＡＮ−ＦＭ方式の機関が説明されてい
る。One of the internal combustion engines that achieves this stratified combustion method is the so-called MAN-FM engine, which is based on SAE820, which is a famous technical document in the fields of automobiles and internal combustion engines.
76 (l and SAE 690255) describes a MAN-FM system.
このＭＡＮ−ＦＭ機関では、第１８図に示すように、ピ
ストン７００のピストンヘッド７０２の中央部に燃焼室
７１０を形成したものである．この燃焼室７１０は球形
に近似した形状をしており、この燃焼室７１０に向けて
燃料噴射ノズル７２０と点火プラグ７３０が設けてある
。吸気は燃焼室７１０内に矢印Ｘで示すスワールが発生
するように行われ、燃料噴射ノズル７２０から燃焼室７
１０の壁面７１５に向けて燃料が噴射される。In this MAN-FM engine, as shown in FIG. 18, a combustion chamber 710 is formed in the center of a piston head 702 of a piston 700. This combustion chamber 710 has an approximately spherical shape, and a fuel injection nozzle 720 and a spark plug 730 are provided facing this combustion chamber 710. Intake is performed in such a way that a swirl is generated in the combustion chamber 710 as indicated by an arrow
Fuel is injected toward the wall surface 715 of 10.
この吸気スワールによって半径方向に成層化された混合
気が形成される．点火プラグ７３０は放電時間の長い火
花を燃焼室７１０の壁面７１５に近い部分に形成される
最適混合気層に与え、着火させる。燃焼は燃焼室７１０
の壁面７１５からの燃料の蒸発とスワールによる混合気
形成の速度で制御される。This intake swirl forms a radially stratified mixture. The spark plug 730 provides a spark with a long discharge time to the optimal air-fuel mixture layer formed near the wall surface 715 of the combustion chamber 710 to ignite it. Combustion takes place in the combustion chamber 710
It is controlled by the rate of fuel evaporation from the wall surface 715 and the rate of mixture formation due to swirl.
以上のような従来の内燃機関における成層燃焼を達成す
る燃料の供給及び点火装置にあっては、燃焼室７１０内
に激しいスワールが発生するので点火プラグ７３０に到
達する混合気の空燃比が変動し，点火時期に必ずしも適
正空燃比とはならず、着火不良等の着火性能が不安定と
なる問題がある．また，燃料を燃焼室７１０の球形の内
壁面７１５に向けて噴射し、スワールによって内壁面７
１５に沿って燃料を引き伸ばすために、燃料膜が形成さ
れてしまい、未燃焼ガスが発生するために排ガス成分中
のＨＣが多くなる不具合がある。さらに、高圧の燃料噴
射ノズル７２０から燃焼室７１０の内壁面に燃料を噴射
するために、大部分の燃料が内壁面７１５に付着してし
まい，燃料の微粒化が悪いといった問題点もある。In the conventional fuel supply and ignition device for achieving stratified combustion in an internal combustion engine as described above, intense swirl occurs in the combustion chamber 710, so the air-fuel ratio of the mixture reaching the spark plug 730 fluctuates. However, the ignition timing does not necessarily result in an appropriate air-fuel ratio, leading to problems such as ignition failure and unstable ignition performance. In addition, the fuel is injected toward the spherical inner wall surface 715 of the combustion chamber 710, and the inner wall surface 715 is injected by the swirl.
15, a fuel film is formed and unburned gas is generated, resulting in an increase in HC in the exhaust gas components. Furthermore, since the fuel is injected from the high-pressure fuel injection nozzle 720 onto the inner wall surface of the combustion chamber 710, most of the fuel adheres to the inner wall surface 715, resulting in poor atomization of the fuel.
［発明が解決しようとする課題］
そこで本発明は内燃機関において良好な成層燃焼を達成
する燃料の供給点火装置であって、燃料室内の液体燃料
を高エネルギ火花によって気筒内に噴出させて同時に点
火する成層燃焼方式に適用し得る燃料の供給点火装置及
び内燃機関を提供するものである．
［課題を解決するための手段］
本発明は、燃焼室と，燃焼室に隣接して配設する燃焼室
への開口部を有する燃料室と、燃料室内に燃料を圧入す
る燃料供給弁と，燃料室の内部に配設する放電電極とを
備えており、燃料供給弁を燃料を圧送するポンプと燃料
を計量する計量装置を有する燃料供給ラインに連通ずる
とともに放電電極を高圧コードを介して高エネルギ発生
装置に連通ずる構成を基本的手段として，この手段を内
燃機関に適用することで新規な内燃機関を構成するもの
である。[Problems to be Solved by the Invention] Therefore, the present invention is a fuel supply ignition device that achieves good stratified charge combustion in an internal combustion engine, and is a fuel supply ignition device that injects liquid fuel in a fuel chamber into a cylinder using a high-energy spark and ignites it at the same time. The present invention provides a fuel supply ignition system and an internal combustion engine that can be applied to the stratified charge combustion system. [Means for Solving the Problems] The present invention provides a combustion chamber, a fuel chamber disposed adjacent to the combustion chamber and having an opening to the combustion chamber, a fuel supply valve for pressurizing fuel into the fuel chamber, The fuel supply valve is connected to a fuel supply line that has a pump that pumps fuel and a metering device that measures fuel, and the discharge electrode is connected to a high voltage via a high voltage cord. A new internal combustion engine is constructed by applying this means to an internal combustion engine, using a configuration that communicates with an energy generating device as a basic means.
［作用コ
以上の構成を備えることにより，放電電極に高エネルギ
放電が発生すると、燃料室内の燃料は燃焼室へ向けて吹
き上げられ、吹き上げられた燃料は燃焼室内で全て燃焼
する。この際に、燃料室内の燃料の直近に放電電極が存
在するので，着火不良等が発生することはない。[Operations] With the above configuration, when a high-energy discharge occurs at the discharge electrode, the fuel in the fuel chamber is blown up toward the combustion chamber, and all of the blown up fuel is combusted within the combustion chamber. At this time, since the discharge electrode is present in the vicinity of the fuel in the fuel chamber, ignition failures and the like will not occur.
［実施例］ 以下、図面に基づいて本発明の実施例を説明する。[Example] Embodiments of the present invention will be described below based on the drawings.
？１図は本発明のシステムを示す説明図であって，燃料
タンク３内の燃料は燃料ポンプ４とプレツシャレギュレ
ータ５により所定の燃料圧力に調整され、計量装置６へ
送られる。? FIG. 1 is an explanatory diagram showing the system of the present invention, in which the fuel in the fuel tank 3 is adjusted to a predetermined fuel pressure by a fuel pump 4 and a pressure regulator 5, and is sent to a metering device 6.
計量装置６は制御装置であるＥＣＵ２により制御され、
エンジンの状態に応じて供給する燃料量を制御している
．計量された燃料はライン７を介して燃料供給点火装置
１へ送られる。The measuring device 6 is controlled by the ECU 2 which is a control device,
The amount of fuel supplied is controlled according to the engine condition. The metered fuel is sent via line 7 to the fuel supply ignition device 1 .
ＥＣＵ２は、イグニッションスイッチ１１，水温センサ
１２，バキュームセンサ１３，スロットルセンサ１４，
第１のクランク角センサ１５，第２のクランク角センサ
１６等からの情報を受けてエンジンの運転状態を検知し
、計量装置６及び高エネルギ発生装置２０へ信号を送っ
ている．高エネルギ発生装置２０は例えば第１７図に示
す回路構造を持ち，第１直流電源２０１から供給される
電力はバツファゲート回路２０３を介して大容量のコン
デンサ２０２（Ｃ■）に送られ、所定の電圧に貯えられ
る．バツファゲート回路２０３はＥＣＵ２により制御さ
れ．ＥＣＵ２の出力がＬレベルで導通し、Ｈレベルで非
導通となる．一方、別の第２直流電源２０８はコンデン
サ２１０（Ｃ．）を充電し、ＥＣＵ２からの信号がライ
ン２０５のトリガー回路に投入されるとイグニッション
コイル２０６の１次側へ放出される．イグニッションコ
イル２０６の２次側に発生する高電圧は大容量コンデン
サ２０２（Ｃ．）に貯えられていた電圧とともに高圧コ
ード２１を介して燃料供給点火装置１の放電電極へ送ら
れ、ギャップＧの絶縁を破壊して高エネルギ放電を発生
する．放電電極のギャップＧを空気中に設ける場合には
ライン中にギャップを１個設けるが、後述するように放
電電極を燃料中に設ける場合もあり、この際には更に１
個のギャップを空気中に設けてリークを防止する。The ECU 2 includes an ignition switch 11, a water temperature sensor 12, a vacuum sensor 13, a throttle sensor 14,
The operating state of the engine is detected by receiving information from the first crank angle sensor 15, the second crank angle sensor 16, etc., and signals are sent to the metering device 6 and the high energy generator 20. The high energy generator 20 has, for example, a circuit structure shown in FIG. It can be stored in The buffer gate circuit 203 is controlled by the ECU 2. The output of ECU2 is conductive at L level and non-conductive at H level. On the other hand, another second DC power supply 208 charges a capacitor 210 (C.), and when a signal from the ECU 2 is input to the trigger circuit of the line 205, the signal is discharged to the primary side of the ignition coil 206. The high voltage generated on the secondary side of the ignition coil 206 is sent to the discharge electrode of the fuel supply ignition device 1 via the high voltage cord 21 together with the voltage stored in the large capacity capacitor 202 (C.), and the insulation of the gap G destroys it and generates a high-energy discharge. When the gap G of the discharge electrode is provided in the air, one gap is provided in the line, but as described later, the discharge electrode may be provided in the fuel, and in this case, one gap is provided in the line.
Provide a gap in the air to prevent leaks.
第２図及び第３図は本発明の燃料供給点火装置１を水平
対向型のエンジン３０に実施した場合を示しており、シ
リンダブロック３１内には水平方向に摺動するピストン
３６が挿入され、コンロツド３４を介してクランクシャ
フト３２に連接されている。ピストンヘッド３８に対向
してシリンダヘッド４０がとりつけられ、シリンダヘッ
ド４０には吸気孔４２や吸気バルブ４６が配設され，ピ
ストンヘッド３８との間に燃焼室５０が形成される。シ
リンダブロック３１とシリンダヘッド４０の間にはシリ
ンダヘッドの一部を構成する基板５２を挿入し，この基
板５２内に燃料供給点火装置１を装着する．
第３図は燃料供給点火装置１の構成を示しており、燃料
供給点火装置１は基板５２に設けた孔に嵌装される基材
６０を備えている。この基材６０はセラミック等の耐熱
性かつ絶縁性をもつ部材で構成され、燃焼室５０へ向け
て開口するキャビテイ（窪み）６２を形成してある。こ
のキャビテイ６２の燃焼室５０とは反対側に燃料供給弁
７０を挿入し、プレート６４を介してボルト６６で基板
５２に固定する。燃料供給弁７０は先端部に外側に開く
弁体７２を備え、常時スプリング７４で閉方向に付勢さ
れている。燃料供給弁７０の要所にはシール材７６．７
８を配設し、弁体７２とキャビテイ６２は共同して燃料
室８０を形成する。2 and 3 show the case where the fuel supply ignition device 1 of the present invention is implemented in a horizontally opposed engine 30, in which a piston 36 that slides horizontally is inserted into the cylinder block 31, It is connected to the crankshaft 32 via a connecting rod 34. A cylinder head 40 is attached opposite to the piston head 38, an intake hole 42 and an intake valve 46 are arranged in the cylinder head 40, and a combustion chamber 50 is formed between the cylinder head 40 and the piston head 38. A board 52 constituting a part of the cylinder head is inserted between the cylinder block 31 and the cylinder head 40, and the fuel supply ignition device 1 is mounted within this board 52. FIG. 3 shows the configuration of the fuel supply ignition device 1, and the fuel supply ignition device 1 includes a base material 60 that is fitted into a hole provided in a substrate 52. The base material 60 is made of a heat-resistant and insulative member such as ceramic, and has a cavity 62 that opens toward the combustion chamber 50 . A fuel supply valve 70 is inserted into the cavity 62 on the side opposite to the combustion chamber 50 and fixed to the base plate 52 with bolts 66 via a plate 64. The fuel supply valve 70 has a valve body 72 at its tip that opens outward, and is always urged in the closing direction by a spring 74. Seal material 76.7 is installed at key points of the fuel supply valve 70.
8 is disposed, and the valve body 72 and the cavity 62 together form a fuel chamber 80.
燃料室８０にはライン７を介して計量装置６から一定量
の燃料が供給されるが、燃料の液面８０ａの直上に１対
の放電電極８２．８６を配設する。一方の電極８２は＃
！縁材料８３により基板５２との間を絶縁されており、
絶縁材でつくられた基材６０内に挿入する電極８４を介
して高エネルギ゜発生装置２０からの高圧コード２１に
結ばれる。他方の電極８６は導電性材料８７を介して固
定されるとともに基板５２に導通され、シリンダブロッ
ク３１を介してアース側に連結される。キャビテイ６２
と電極８２，８６との位置関係は第４図に示してあり，
電極８２．８６の間隙Ｇ１はキャビテイ６２の中央に配
設される．
なお、燃料室８０内に供給する燃料の液面は第３図の仮
想線８０ｂで示すように、放電電極８２，８６が燃料中
に没するように構成してもよい．本発明の燃料供給点火
装置は以上のような基本的構成を備えるが，次にその作
用を第１図乃至第４図で説明する。A fixed amount of fuel is supplied to the fuel chamber 80 from the metering device 6 via the line 7, and a pair of discharge electrodes 82, 86 are disposed directly above the liquid level 80a of the fuel. One electrode 82 is #
! It is insulated from the substrate 52 by an edge material 83,
It is connected to the high voltage cord 21 from the high energy generator 20 via an electrode 84 inserted into a base material 60 made of an insulating material. The other electrode 86 is fixed via a conductive material 87, electrically connected to the substrate 52, and connected to the ground side via the cylinder block 31. Cavity 62
The positional relationship between the electrodes 82 and 86 is shown in FIG.
The gap G1 between the electrodes 82 and 86 is arranged in the center of the cavity 62. Note that the liquid level of the fuel supplied into the fuel chamber 80 may be configured such that the discharge electrodes 82 and 86 are submerged in the fuel, as shown by a virtual line 80b in FIG. The fuel supply ignition device of the present invention has the basic configuration as described above, and its operation will be explained next with reference to FIGS. 1 to 4.
ピストン３６の吸入工程内でＥＣＵ２からの信号を受け
て計量装置６が燃料を計量し、所定の燃料量をライン７
を介して燃料供給点火装置１の燃料供給弁７ｏへ送る．
燃料供給弁７０へ導入された燃料は、その圧力により弁
体７２をスプリング７４に抗して押し開けて燃料室８０
内に流入する。The metering device 6 measures the fuel in response to a signal from the ECU 2 during the intake stroke of the piston 36, and sends a predetermined amount of fuel to the line 7.
to the fuel supply valve 7o of the fuel supply ignition device 1.
The fuel introduced into the fuel supply valve 70 pushes the valve body 72 open against the spring 74 due to its pressure, and flows into the fuel chamber 80.
flow inside.
したがって、燃料圧力が高圧の場合には、ピストン３６
が圧縮工程内であっても燃料を供給することは可能であ
る。Therefore, when the fuel pressure is high, the piston 36
It is possible to supply fuel even during the compression process.
次に，ピストン３６の圧縮工程内のあるクランク角度位
置でＥＣＵ２が信号を高エネルギ発生装置２０に送り、
これを受けて高エネルギ発生装置２０が高電圧を発生し
、高電圧コード２１を介して放電電極８２へ送る。この
高電圧により放電電極８２と８６の間隙Ｇ１で高エネル
ギ放電が発生し、電極８２，８６の間隙Ｇ１に急激にエ
ネルギが放出され、周囲の気体を急激に膨張せしめる。Next, at a certain crank angle position within the compression stroke of the piston 36, the ECU 2 sends a signal to the high energy generator 20,
In response to this, the high energy generator 20 generates a high voltage and sends it to the discharge electrode 82 via the high voltage cord 21. This high voltage causes a high-energy discharge to occur in the gap G1 between the discharge electrodes 82 and 86, and energy is rapidly released into the gap G1 between the electrodes 82 and 86, causing the surrounding gas to rapidly expand.
この膨張により放電電極８２．８６より下方にある燃料
室８０内の燃料が押下され、燃料はキャビテイ６２の周
壁面に沿って上方へ吹き上げられ、燃焼室５０内へ噴出
する。This expansion pushes down the fuel in the fuel chamber 80 below the discharge electrodes 82 , 86 , and the fuel is blown upward along the peripheral wall surface of the cavity 62 and ejected into the combustion chamber 50 .
放電電極８２．８６が燃料中に没している場合には、高
エネルギにより燃料が急激に膨張し、同様の経緯をたど
る。If the discharge electrodes 82, 86 are submerged in the fuel, the high energy causes the fuel to expand rapidly, and a similar process occurs.
放電直後に、燃料室８０内の燃料の上層部は高エネルギ
火花のエネルギにより蒸発し、燃焼しながら空気又は希
薄混合気を封入した燃焼室５ｏ内に拡がっていき、これ
が点火源となって後から噴射した燃料が燃焼し、爆発行
程に移行する。Immediately after discharge, the upper part of the fuel in the fuel chamber 80 is evaporated by the energy of the high-energy spark, and as it burns, it spreads into the combustion chamber 5o filled with air or a lean mixture, which becomes an ignition source and then evaporates. The fuel injected from the ignition burns and enters the explosion process.
以上に示した燃料噴出および点火の過程は高速度直接写
真により確認している。The fuel injection and ignition processes described above were confirmed using high-speed direct photographs.
次に、第５図乃至第７図を用いてキャビテイと放電電極
に関する種々の実施例を説明する。Next, various embodiments regarding cavities and discharge electrodes will be described using FIGS. 5 to 7.
第５図は第３図，第４図に示した実施例に比べて放電電
極の位置を変更したもので、燃料供給点火装置の基材１
６０．１６１に底部が半球状をしたキャビテイ１６２を
形成し、井体１７２と共同して燃料室１８０を構成する
ことは先の実施例と同様である。一方の放電電極１８２
を点火装置に連結し，他方の放電電極１８６をアース側
に連結する。１対の放電電極１８２，１８６の間の間隙
Ｇ２をキャビテイ１８０の中心から偏心させて設けてあ
る。FIG. 5 shows an example in which the position of the discharge electrode has been changed compared to the embodiment shown in FIGS. 3 and 4, and the base material 1 of the fuel supply ignition device
Similar to the previous embodiment, a cavity 162 having a hemispherical bottom is formed at 60 and 161, and a fuel chamber 180 is formed together with a well 172. One discharge electrode 182
is connected to the ignition device, and the other discharge electrode 186 is connected to the ground side. A gap G2 between the pair of discharge electrodes 182 and 186 is provided eccentrically from the center of the cavity 180.
そこで、放電電極１８２，１８６の間隙Ｇ２で高エネル
ギ放電が行われると、燃料室１８０内の燃料Ｆ１はその
エネルギにより押圧され、キャビテイ１６２の間隙Ｇ２
から離れた側の壁面に沿って上昇し、燃焼室１５０内に
霧状の燃料粒子Ｆ２となって噴出する。同時にこの燃料
粒子Ｆ２は着火され、燃焼室１５０内に拡散する。Therefore, when high-energy discharge occurs in the gap G2 between the discharge electrodes 182 and 186, the fuel F1 in the fuel chamber 180 is pressed by the energy, and
The fuel particles rise along the wall surface on the side away from the fuel and are ejected into the combustion chamber 150 as atomized fuel particles F2. At the same time, the fuel particles F2 are ignited and diffused into the combustion chamber 150.
次に第６図に示す本発明の他の実施例では、基材２６０
，２６１に形成するキャビテイ２６２の平面形状を矩形
として、弁体２７２と共同して燃料室を構成するもので
ある。キャビテイ２６２内に配設する放電電極２８２，
２８６の間隙Ｇ，の位置をキャビテイ２６２の中心から
偏心せしめてあるのは、第５図で説明したと同様な燃料
の噴出効果を発揮させるためのものである。Next, in another embodiment of the invention shown in FIG.
, 261, the planar shape of the cavity 262 is rectangular, and together with the valve body 272 constitutes a fuel chamber. A discharge electrode 282 disposed within the cavity 262,
The reason why the gap G, 286 is offset from the center of the cavity 262 is to produce the same fuel injection effect as explained in FIG.
第７図の実施例では、基材３６０，３６１に形成するキ
ャビテイ３６２の平面形状を矩形として、弁体３７２と
共同して燃料室を構成するとともに、キャビテイ３６２
の開口部の一部を被覆部３６３によって覆ってある．そ
して，この被覆部３６３の内側のキャビテイ３６２内に
放電電極３８２，３８６の間隙Ｇ４を配設する．
本実施例においては，放電電極３８２，３８６の間隙Ｇ
４の上部は被覆部３６３で覆われているので、放電エネ
ルギはキャビテイ３６２の下方に向けて放出され、燃料
をキャビテイ３６２の被覆部３６３とは反対側の壁面に
沿って上昇せしめ、開口部から燃焼室に向けて噴射する
。In the embodiment shown in FIG. 7, the planar shape of the cavity 362 formed in the base materials 360, 361 is rectangular, and the cavity 362 cooperates with the valve body 372 to configure the fuel chamber.
A part of the opening is covered by a covering part 363. Then, a gap G4 between the discharge electrodes 382 and 386 is provided in the cavity 362 inside the covering part 363. In this embodiment, the gap G between the discharge electrodes 382 and 382 is
4 is covered with the covering part 363, the discharge energy is emitted downward into the cavity 362, causing the fuel to rise along the wall surface of the cavity 362 on the opposite side from the covering part 363, and to be discharged from the opening. Inject toward the combustion chamber.
なお、本願出願人は，キャビテイの形状及びキャビテイ
の燃焼室への開口部の形状に関して、さらに研究開発を
進めたところ、次のような結果を得た。The applicant of the present application further conducted research and development regarding the shape of the cavity and the shape of the opening of the cavity into the combustion chamber, and obtained the following results.
第８図（ａ），（ｂ）は、実験に使用したキャビテイ４
００（７）幾何形状ヲ示シ、Ｒ＝５，５ｎａ，Ｗ＝２．
２８１１，Ｌ：５．４＋１１１，Ｄ：４，２ｍの寸法を
もつ．このキャビテイ４００を容量１９９ｃｃのシリン
ダに連結し、正オクタンを燃料として放電による成層燃
焼の圧力上昇を測定した。Figures 8(a) and (b) show the cavity 4 used in the experiment.
00(7) Geometric shape shown, R=5,5na, W=2.
2811, L: 5.4+111, D: 4.2m. This cavity 400 was connected to a cylinder with a capacity of 199 cc, and the pressure increase due to stratified combustion due to discharge was measured using normal octane as fuel.
第９図に示す装置は、キャビティ４００の中央部に電極
４１０，４２０を配設したもので、この型式をＡＩ，型
と称する。The device shown in FIG. 9 has electrodes 410 and 420 arranged in the center of a cavity 400, and this type is referred to as an AI type.
第１０図に示す装置は，電極４１０，４２０を片寄せて
配設し、キャビテイの開口比ＬＩｌを１００％としたも
ので，この型式をＡ１型と称する。In the device shown in FIG. 10, the electrodes 410 and 420 are arranged on one side, and the cavity opening ratio LI1 is set to 100%, and this type is referred to as the A1 type.
第１１図に示す装置は、電極４１０，４２０の上部を板
材４３０で覆ってキャビテイの開口比Ｌ１を７５％とし
たもので、この型式をＡ２型と称する。In the device shown in FIG. 11, the upper portions of the electrodes 410 and 420 are covered with a plate material 430 so that the cavity opening ratio L1 is 75%, and this type is referred to as the A2 type.
第１２図に示す装置は、電極４１０，４２０の上部を板
材４４０で覆ってキャビテイの開口比Ｌ２を５０％とし
たもので、この型式をＡ，型と称する。In the device shown in FIG. 12, the upper portions of the electrodes 410 and 420 are covered with a plate material 440, and the opening ratio L2 of the cavity is set to 50%, and this type is referred to as type A.
第１３図に示す装置は、電極４１０，４２０の上部を板
材４５０で．覆ってキャビテイの開口比Ｌ，を２５％と
したもので、この型式をＡ４型と称する。In the device shown in FIG. 13, the upper parts of the electrodes 410 and 420 are covered with a plate material 450. The opening ratio L of the cavity is set to 25%, and this type is called the A4 type.
？１４図のグラフは，これらの各型式のキャビテイを用
いて、放電エネルギーの値を変えたときのシリンダ内の
圧力上昇の変化を示す。放電エネルギーが小さい場合で
もＡ４型では高い圧力上昇を得ることができる。? The graph in Figure 14 shows the change in pressure rise within the cylinder when the value of discharge energy is changed using each of these types of cavities. Even when the discharge energy is small, a high pressure increase can be obtained with the A4 type.
シリンダ内に予混合気を充填して点火した場合にも圧力
上昇は得られるが、圧力上昇が最大値に達するまでの時
間に著しい差がある。A pressure increase can also be obtained when the cylinder is filled with premixture and ignited, but there is a significant difference in the time it takes for the pressure increase to reach its maximum value.
第１５図のグラフは、横軸に時間を、たて軸に圧力上昇
をとったときに、本発明の成層燃焼方式によるカーブＣ
１と，予混合気の燃焼によるカーブＣ２とを示すもので
ある．
カーブＣ１では圧力上昇が最大に達するまでの時間Ｔ■
は、約１０ミリ秒であるのに対して、カーブＣ２におい
てはＴ２は約６０ミリ秒となり，本発明の点火装置が高
速回転内燃機関に適することが明らかである。The graph in Figure 15 shows the curve C according to the stratified combustion method of the present invention, when the horizontal axis is time and the vertical axis is pressure rise.
1 and a curve C2 due to combustion of the premixture. In curve C1, the time T until the pressure rise reaches the maximum
T2 is about 10 milliseconds, whereas in curve C2 T2 is about 60 milliseconds, and it is clear that the ignition system of the present invention is suitable for high-speed internal combustion engines.
以上のように、キャビテイの形状とキャビテイの燃焼室
への開口部の形状，及び放電電極の間隙の配設構造を種
々に選択することにより、最も効率のよい燃料供給と点
火装置を構成することができる。As described above, the most efficient fuel supply and ignition system can be constructed by variously selecting the shape of the cavity, the shape of the opening of the cavity to the combustion chamber, and the arrangement structure of the gap between the discharge electrodes. I can do it.
次に、本発明を直立型のシリンダを備えたエンジンに実
施する例を第１６図に示す。Next, FIG. 16 shows an example in which the present invention is applied to an engine equipped with an upright cylinder.
直立型エンジン５００のシリンダブロック５０５のシリ
ンダ内にはピストン５１０が挿入され、シリンダブロッ
ク５０５の上部には基材５５０を挾んでシリンダヘッド
５２０がとりつけられる。シリンダヘッド５２０には吸
気孔５２６が形成され、吸気弁５３０が配設される。ピ
ストン５１０のピストンヘッド５１２とシリンダヘッド
５２０の間には燃焼室５４０が形成される。A piston 510 is inserted into the cylinder of a cylinder block 505 of the upright engine 500, and a cylinder head 520 is attached to the upper part of the cylinder block 505 with a base material 550 interposed therebetween. An intake hole 526 is formed in the cylinder head 520, and an intake valve 530 is disposed therein. A combustion chamber 540 is formed between the piston head 512 of the piston 510 and the cylinder head 520.
シリンダブロック５０５とシリンダヘッド５２０との間
に挾持される基材５５０には室５２２を形成し、この室
５２２内に弁体５７０を配設してある。室５２２の上方
にはキャビテイ５８０を設け，このキャビテイ５８０は
開口部５８２を介して燃焼室５４０に連通している。キ
ャビテイ５８０の底部は室５２２と連通しているが，こ
の部分に弁体５７０を介在させ、弁体５７０をスプリン
グ５７２で常時閉じる方向に付勢しており、キャビテイ
５８０の下部に燃料室５８６を形成する。基材５５０と
シリンダヘッド５２０との間にはオイルシールリング５
８８を配設して燃料室５８６の液密性を保つ。室５２２
の底部には埋栓５２４を挿入し、シリンダブロック５０
５との間を隔離する。室５２２は基材５５０の外周に向
けて開口し、この開口部に燃料供給用のプラグ５６０を
ねじ込む。プラグ５６０は第１図で示した燃料供給用の
ライン７に連結される．一方、キャビテイ５８０内の燃
料室５８６の液面より上方には、点火プラグ６００がと
りつけられる。この点火プラグ６００はセラミック等の
絶縁材でつくられた本体と１対の放電電極６０２，６０
６を備え、中心部の電極６０２は本体内を貫通してター
ミナル６０４と連通し、他方の電極６０６はシリンダヘ
ッド５２０にアースされる公知の態様のものである。そ
して、点火プラグ６００は第１図に示す高圧コード２１
に連結される。A chamber 522 is formed in a base material 550 held between a cylinder block 505 and a cylinder head 520, and a valve body 570 is disposed within this chamber 522. A cavity 580 is provided above the chamber 522, and this cavity 580 communicates with the combustion chamber 540 via an opening 582. The bottom of the cavity 580 communicates with the chamber 522, and a valve body 570 is interposed in this part, and the valve body 570 is always biased in the closing direction by a spring 572. A fuel chamber 586 is provided at the bottom of the cavity 580. Form. An oil seal ring 5 is provided between the base material 550 and the cylinder head 520.
88 to maintain the liquid tightness of the fuel chamber 586. Room 522
A plug 524 is inserted into the bottom of the cylinder block 50.
5. The chamber 522 opens toward the outer periphery of the base material 550, and a fuel supply plug 560 is screwed into this opening. The plug 560 is connected to the fuel supply line 7 shown in FIG. On the other hand, a spark plug 600 is installed above the liquid level of the fuel chamber 586 within the cavity 580. This ignition plug 600 has a main body made of an insulating material such as ceramic, and a pair of discharge electrodes 602, 60.
6, the central electrode 602 passes through the body and communicates with the terminal 604, and the other electrode 606 is grounded to the cylinder head 520 in a known manner. The spark plug 600 is connected to the high voltage cord 21 shown in FIG.
connected to.
次に、本実施例の作用を第１図と第１６図に基いて説明
する。Next, the operation of this embodiment will be explained based on FIG. 1 and FIG. 16.
ピストン５１０の吸入行程内でＥＣＵ２からの信号を受
けて計量装置６が燃料を計量し、所定の燃料量をライン
７を介してプラグ５６０に送り、室５２２内に供給する
。供給された燃料はその圧力によりスプリング５７２に
抗して弁体５７０を押し上げ、燃料室５８６に流入する
。したがって、燃料圧力が高圧の場合には、ピストン５
１０が圧縮行程内であっても燃料を供給することは可能
である．
次に，ピストン５１０の圧縮行程内のあるクランク角度
位置でＥＣＵ２が信号を高エネルギ発生装置２０に送り
、これを受けて高エネルギ発生装置２ｏが高電圧を発生
し、高電圧コード２１を介して点火プラグ６００へ送る
。高電圧はターミナル６０４から放電電極６Ｑ２へ送ら
れ、他方の放電電極６０６との間で高エネルギ放電を発
生する。The metering device 6 measures the fuel in response to a signal from the ECU 2 during the intake stroke of the piston 510, and sends a predetermined amount of fuel to the plug 560 via the line 7 to be supplied into the chamber 522. The supplied fuel pushes up the valve body 570 against the spring 572 due to its pressure, and flows into the fuel chamber 586. Therefore, when the fuel pressure is high, the piston 5
It is possible to supply fuel even if 10 is in the compression stroke. Next, at a certain crank angle position within the compression stroke of the piston 510, the ECU 2 sends a signal to the high energy generator 20, and in response to this, the high energy generator 2o generates a high voltage, and the high energy generator 2o generates a high voltage via the high voltage cord 21. Send to spark plug 600. The high voltage is sent from the terminal 604 to the discharge electrode 6Q2, and generates a high energy discharge between it and the other discharge electrode 606.
この放電エネルギにより周囲の気体が急激に膨張し、燃
料室５８６内の燃料を圧下し、キャビテイ５８０の開口
部５８２から燃焼室５４０内に噴出せしめる。この際に
、燃料の一部は放電エネルギにより着火され、後から噴
射した燃料に燃焼が拡大する。This discharge energy causes the surrounding gas to rapidly expand, compressing the fuel in the fuel chamber 586 and causing it to be ejected from the opening 582 of the cavity 580 into the combustion chamber 540 . At this time, a portion of the fuel is ignited by the discharge energy, and combustion spreads to the fuel injected later.
本実施例でも以上のように、燃料の供給及び点火燃焼を
効率よく達成することができる．なお、上述した実施例
では燃料圧力の低い低圧システムの場合を説明したが、
燃料圧力の高い高圧システムの場合でも同様なシステム
を構成することができる。また，燃料の計量装置６を電
気的な手段により制御しているが，機械的な計量装置を
用いてもよい。In this embodiment as well, as described above, fuel supply and ignition combustion can be achieved efficiently. In addition, in the above-mentioned embodiment, the case of a low-pressure system with low fuel pressure was explained.
A similar system can be constructed even in the case of a high pressure system with high fuel pressure. Furthermore, although the fuel metering device 6 is controlled by electrical means, a mechanical metering device may also be used.
［発明の効果コ
本発明は以上のように、高エネルギ放電によって電極近
傍の燃料を吹き上げると同時に着火するので，常に安定
した着火性能が確保できる。また、急激な放蝋エネルギ
の放出に伴なう膨張により燃料が急速に燃焼室内へ吹き
上げられるために，燃料粒子の微細化が改善でき、燃料
の燃料室内壁への付着の割合も低減できるので，燃焼効
率を大幅に改善する効果を発揮する。[Effects of the Invention] As described above, the present invention simultaneously ignites the fuel in the vicinity of the electrode by blowing up the fuel near the electrode by high-energy discharge, so that stable ignition performance can always be ensured. In addition, because the fuel is rapidly blown up into the combustion chamber due to the expansion caused by the rapid release of wax energy, the miniaturization of fuel particles can be improved and the proportion of fuel adhering to the walls of the fuel chamber can be reduced. , which has the effect of significantly improving combustion efficiency.
さらに、本発明の燃料供給点火装置を内燃機関に適用す
ることによって、内燃機関の性能向上と排気ガス中のＨ
Ｃ成分の低減をはかることができる。また、空燃比をオ
ーバーリーンに設定した状態で燃焼を達成することがで
きるので．ＮＯｘの大幅な低減をはかる効果も有する。Furthermore, by applying the fuel supply ignition device of the present invention to an internal combustion engine, the performance of the internal combustion engine can be improved and H
It is possible to reduce the C component. Additionally, combustion can be achieved with the air-fuel ratio set to over-lean. It also has the effect of significantly reducing NOx.
第１図は本発明のシステムを示す説明図，第２図は本発
明の実施例を示す断面図、第３図は第２図のＡ−Ａ断面
図、第４図はキャビテイと放電電極の位置の関係を示す
説明図，第５図はキャビテイと放電電極の他の例を示す
説明図、第６図はキャビテイと放電電極の更に他の例を
示す説明図、第７図はキャビテイと放１！電極の更に他
の例を示す説明図、第８図は実験に使用したキャビテイ
の寸法を示す説明図，第９図はキャビテイの中央部に放
電電極を配設した例を示す説明図、第１０図は放電電極
を片寄せて配設した例を示す説明図、第１１図はキャビ
テイの開口比を７５％としだ例を示す説明図，第１２図
はキャビテイの開口比を５０％とした例を示す説明図、
第１３図はキャビテイの開口比を２５％とした例を示す
説明図、第１４図は実験結果を示すグラフ、第１５図は
実験結果を示す他のグラフ，第１６図は本発明の他の実
施例を示す断面図、第１７図は高エネルギ発生装置の回
路図，第１８図は従来例を示す斜視図である．
１・・・・・・燃料供給点火装置，
２・・・・・・ＥＣＵ．
４・・・・・・燃料ポンプ，
６・・・・・・計量装置、
７・・・・・・燃料供給ライン、
２０・・・・・・高エネルギ発生装置、２１・・・・・
・高圧コード、
３０・・・・・・水平対向エンジン、
３１・・・・・・シリンダブロック、
３６・・・・・・ピストン、
４０・・・・・・シリンダヘッド、
５ｏ・・・・・・燃焼室、
６２・・・・・・キャビテイ、
７０・・・・・・燃料供給弁、
７２・・・・・・弁体，
８０・・・・・・燃料室，
８２．８６・・・・・・放電電極、
５００・・・・・・直立型エンジン、
５０５・・・・・・シリンダブロック，５１０・・・・
・・ピストン、
５２０・・・・・・シリンダヘッド、
５４０・・・・・・燃焼室、
５７０・・・・・・弁体、
５８０・・・・・・キャビテイ、
５８６・・・・・・燃料室、
６００・・・・・・点火プラグ、
６０２，６０６・・・・・・放電電極。Fig. 1 is an explanatory diagram showing the system of the present invention, Fig. 2 is a sectional view showing an embodiment of the invention, Fig. 3 is a sectional view taken along line A-A in Fig. 2, and Fig. 4 is a diagram showing the cavity and discharge electrode. FIG. 5 is an explanatory diagram showing another example of the cavity and the discharge electrode. FIG. 6 is an explanatory diagram showing still another example of the cavity and the discharge electrode. FIG. 7 is an explanatory diagram showing the cavity and the discharge electrode. 1! An explanatory diagram showing still another example of the electrode, Fig. 8 is an explanatory diagram showing the dimensions of the cavity used in the experiment, Fig. 9 is an explanatory diagram showing an example in which the discharge electrode is arranged in the center of the cavity, and Fig. 10 is an explanatory diagram showing the dimensions of the cavity used in the experiment. The figure is an explanatory diagram showing an example in which the discharge electrodes are arranged on one side, Figure 11 is an explanatory diagram showing an example in which the cavity opening ratio is 75%, and Figure 12 is an explanatory diagram showing an example in which the cavity opening ratio is 50%. An explanatory diagram showing
Fig. 13 is an explanatory diagram showing an example in which the cavity opening ratio is 25%, Fig. 14 is a graph showing the experimental results, Fig. 15 is another graph showing the experimental results, and Fig. 16 is another graph showing the experimental results. FIG. 17 is a sectional view showing an embodiment, FIG. 17 is a circuit diagram of a high energy generator, and FIG. 18 is a perspective view showing a conventional example. 1...Fuel supply ignition device, 2...ECU. 4... Fuel pump, 6... Metering device, 7... Fuel supply line, 20... High energy generator, 21...
・High pressure cord, 30... Horizontally opposed engine, 31... Cylinder block, 36... Piston, 40... Cylinder head, 5o...・Combustion chamber, 62... Cavity, 70... Fuel supply valve, 72... Valve body, 80... Fuel chamber, 82.86... ... discharge electrode, 500 ... upright engine, 505 ... cylinder block, 510 ...
... Piston, 520 ... Cylinder head, 540 ... Combustion chamber, 570 ... Valve body, 580 ... Cavity, 586 ... Fuel chamber, 600... Spark plug, 602, 606... Discharge electrode.
Claims (1)
口部を有する燃料室と、燃料室内に燃料を圧入する燃料
供給弁と、燃料室の内部に配設する放電電極とを備え、
燃料供給弁を燃料を圧送するポンプと燃料を計量する計
量装置を有する燃料供給ラインに連通するとともに、放
電電極を高圧コードを介して高エネルギ発生装置に連通
して成ることを特徴とする燃料供給点火装置。 ２、燃料室の燃焼室側の開口部に隔壁を設けることによ
つて燃料室内に配設する放電電極を覆うとともに、燃料
室の開口部の開口比を調節自在に構成することを特徴と
する請求項１記載の燃料供給点火装置。 ３、シリンダブロックと、シリンダブロックに挿入する
ピストンと、シリンダブロック上部に配設するシリンダ
ヘッドを備え、ピストンとシリンダヘッドにより形成さ
れる燃焼室に請求項１又は２の燃料供給点火装置を設け
たことを特徴とする内燃機関。[Claims] 1. A combustion chamber, a fuel chamber disposed adjacent to the combustion chamber and having an opening to the combustion chamber, a fuel supply valve for pressurizing fuel into the fuel chamber, and a fuel chamber provided inside the fuel chamber. and a discharge electrode to be arranged.
A fuel supply characterized in that a fuel supply valve is connected to a fuel supply line having a pump for pressure-feeding fuel and a metering device for measuring fuel, and a discharge electrode is connected to a high-energy generator via a high-voltage cord. Ignition device. 2. A partition wall is provided at the opening of the fuel chamber on the combustion chamber side to cover the discharge electrode disposed within the fuel chamber, and the opening ratio of the opening of the fuel chamber can be freely adjusted. The fuel supply ignition device according to claim 1. 3. A cylinder block, a piston inserted into the cylinder block, and a cylinder head disposed on the upper part of the cylinder block, and the fuel supply ignition device according to claim 1 or 2 is provided in the combustion chamber formed by the piston and the cylinder head. An internal combustion engine characterized by:
Priority Applications (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1289438A JP2927839B2 (en) | 1988-11-28 | 1989-11-07 | Fuel supply ignition device and internal combustion engine using the device |
| US07/438,390 US4960089A (en) | 1988-11-28 | 1989-11-20 | Combustion system |
| DE3939335A DE3939335A1 (en) | 1988-11-28 | 1989-11-28 | COMBUSTION SYSTEM |
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP63-298196 | 1988-11-28 | ||
| JP29819688 | 1988-11-28 | ||
| JP1289438A JP2927839B2 (en) | 1988-11-28 | 1989-11-07 | Fuel supply ignition device and internal combustion engine using the device |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH02238118A true JPH02238118A (en) | 1990-09-20 |
| JP2927839B2 JP2927839B2 (en) | 1999-07-28 |
Family
ID=26557599
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP1289438A Expired - Lifetime JP2927839B2 (en) | 1988-11-28 | 1989-11-07 | Fuel supply ignition device and internal combustion engine using the device |
Country Status (3)
| Country | Link |
|---|---|
| US (1) | US4960089A (en) |
| JP (1) | JP2927839B2 (en) |
| DE (1) | DE3939335A1 (en) |
Families Citing this family (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5377633A (en) * | 1993-07-12 | 1995-01-03 | Siemens Automotive L.P. | Railplug direct injector/ignitor assembly |
| DE19530072A1 (en) * | 1995-08-16 | 1997-02-20 | Siegfried Schwarz | petrol engine with fuel injection |
| US6227151B1 (en) * | 1997-08-01 | 2001-05-08 | Ford Global Technologies, Inc. | Gasoline internal combustion engine |
| US6076487A (en) * | 1999-02-25 | 2000-06-20 | Go-Tec | Internal combustion system using acetylene fuel |
| US7607409B2 (en) * | 2006-06-22 | 2009-10-27 | Wulff Joseph W | Carbide supercell for dry acetylene generation and an internal combustion engine using the same |
| FR2985776B1 (en) * | 2012-01-18 | 2014-01-17 | Vianney Rabhi | SPARK IGNITION DEVICE AND HIGH PRESSURE STRATIFICATION FOR INTERNAL COMBUSTION ENGINE |
Family Cites Families (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US2979043A (en) * | 1956-11-17 | 1961-04-11 | Maschf Augsburg Nuernberg Ag | Internal combustion engine and method of operating same |
| JPS5142245B2 (en) * | 1974-07-08 | 1976-11-15 | ||
| US4493297A (en) * | 1982-09-27 | 1985-01-15 | Geo-Centers, Inc. | Plasma jet ignition device |
| US4693218A (en) * | 1984-09-12 | 1987-09-15 | Yanmar Diesel Engine Co., Ltd. | Internal combustion engine |
| US4852529A (en) * | 1986-03-07 | 1989-08-01 | Bennett Automotive Technology Pty. Ltd. | Laser energy ignition system |
| US4913111A (en) * | 1986-04-01 | 1990-04-03 | Sanshin Kogyo Kabushiki Kaisha | Turbulence generator for two-stroker spark-assisted diesel engines |
| US4793305A (en) * | 1987-07-16 | 1988-12-27 | Dresser Industries, Inc. | High turbulence combustion chamber for turbocharged lean burn gaseous fueled engine |
-
1989
- 1989-11-07 JP JP1289438A patent/JP2927839B2/en not_active Expired - Lifetime
- 1989-11-20 US US07/438,390 patent/US4960089A/en not_active Expired - Fee Related
- 1989-11-28 DE DE3939335A patent/DE3939335A1/en not_active Withdrawn
Also Published As
| Publication number | Publication date |
|---|---|
| US4960089A (en) | 1990-10-02 |
| DE3939335A1 (en) | 1990-06-07 |
| JP2927839B2 (en) | 1999-07-28 |
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